Mounting assembly for a suspension and wheel assembly of a vehicle, and vehicle including same

ABSTRACT

A front frame assembly for mounting a front suspension and wheel assembly of a vehicle can include lower frame members, first frame members, second frame members, a cross frame member, a plate, and a steering rack assembly. The pair of first and second frame members can be connected to and can extend upwardly from a respective one of the lower frame members. The pair of second frame members can be connected to the respective one of the lower frame members and a respective one of the first frame members. The cross frame member can be connected to and extend from each of the first frame members. The plate can be connected to and can extend from the each of the first frame and second members and the cross frame member. The plate can include a ridge. The steering rack housing can be mounted to the bottom surface of the plate.

BACKGROUND

The disclosed subject matter relates to a vehicle and a frame assembly for the vehicle. More particularly, the disclosed subject matter relates to methods and apparatus that enhance load and energy management performance upon application of external loads and stresses, such as may occur during off-road travel over uneven terrain.

Vehicles, such as but not limited to all-terrain vehicles, can be subjected to relatively large load and/or energy inputs to the frame assembly due to the unevenness of the terrain across which the vehicle is travelling. The all-terrain vehicle can include a generally rigid frame assembly that is designed to withstand the load and energy inputs transmitted from the wheels and through the suspension components during travel over the uneven terrain. For example, space constraints and off-road durability may make it beneficial to provide very stiff portions of the vehicle frame that are spaced from the passenger area, such as but not limited to frame structures around the front suspension components, rear suspension components and/or powertrain components.

SUMMARY

Some embodiments are directed to a mounting assembly for a suspension and wheel assembly of a vehicle. The suspension and wheel assembly can include a pair of wheels and a pair of suspension members. Each of the suspension members can be connected to a respective one of the wheels. The mounting assembly can include a pair of front frame members, a front final drive assembly, and a pair of suspension brackets. The front frame members can be spaced apart from each other in a transverse direction of the vehicle. The front final drive assembly can extend between front frame members. The final drive assembly can include a final drive housing containing an input structure and an output structure. The input structure can be configured to receive torque from a power source. The output structure can be configured to transfer at least a portion of the torque to at least one of the wheels. Each of the suspension brackets can be connected to a respective one of the front frame members and to the final drive assembly such that a load input to one of the suspension brackets is transferred to a different one of the suspension brackets through the final drive housing, and then to the respective one of the front frame members.

Some embodiments are directed to a vehicle that can include a main frame assembly, a rear frame assembly, a front frame assembly, a front final drive assembly, and a pair of suspension brackets. The main frame assembly can define a passenger compartment of the vehicle. The rear frame assembly can be connected to and can extend from a rear end of the main frame assembly in a longitudinal direction of the vehicle. The rear frame assembly can be configured to mount a rear suspension and wheel assembly. The front frame assembly can be connected to and can extend from a front portion of the main frame assembly of the vehicle such that the main frame assembly extends between the front frame assembly and the rear frame assembly in a longitudinal direction of the vehicle. The front frame assembly can be configured to mount a front suspension and wheel assembly. The front frame assembly can include a pair of front lower frame members. Each of the front lower frame members can include a first end connected to the main frame assembly and a second end spaced away from the main frame assembly in the longitudinal direction of the vehicle. The front final drive assembly can extend between front lower frame members. The final drive assembly can include a final drive housing and at least one connector configured to connect with a driveshaft. Each of the suspension brackets can be connected to a respective one of the front lower frame members and to the final drive assembly such that a load input to one of the suspension brackets is transferred through the final drive housing to one of the front lower frame members connected with a different one of the suspension brackets.

Some embodiments are directed to an all-terrain vehicle that can include a frame assembly, a power source located adjacent the frame assembly, and a pair of front wheels connected to the power source via a drive train. The drive train can include a front final drive assembly. The frame assembly can include a main frame assembly and a front frame assembly. The main frame assembly can define a passenger compartment of the vehicle. The front frame assembly can be connected to a front portion of the main frame assembly of the vehicle. The front frame assembly can include a pair of front frame members that can be connected to the main frame assembly. A first front frame member of the pair of front frame members can include a first suspension bracket and a second front frame member of the pair of front frame members can include a second suspension bracket. The front final drive assembly can include a housing having a first attachment structure located at a first lateral side of the housing and a second attachment structure located at a second lateral side of the housing opposite to the first lateral side. The first suspension bracket can be connected to the first attachment structure and the second suspension bracket can be connected to the second attachment structure such that if a lateral load is applied to the first front frame member the lateral load is transferred via the housing of the front final drive assembly to the second front frame member.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosed subject matter of the present application will now be described in more detail with reference to exemplary embodiments of the apparatus and method, given by way of example, and with reference to the accompanying drawings, in which:

FIG. 1 is a perspective view of a vehicle made in accordance with principles of the disclosed subject matter.

FIG. 2 is perspective view of a frame assembly of the vehicle of FIG. 1.

FIG. 3 is a partial perspective view of the frame assembly of FIG. 2 and attached components of the vehicle of FIG. 1.

FIG. 4 is a partial perspective view of the frame assembly of FIG. 2 and a front suspension and wheel assembly of the vehicle of FIG. 1.

FIG. 5 is a partial perspective view of the frame assembly of FIG. 2 suspension members of the front suspension and wheel assembly of the vehicle of FIG. 1.

FIG. 6 is a partial perspective view of the frame assembly of FIG. 2.

FIG. 7 is a side view of a front portion of the frame assembly of FIG. 2.

FIG. 8 is a rear cross-sectional view of a front portion of the frame assembly of FIG. 3.

FIG. 9 is a front view of a front portion of the frame of FIG. 2 and the lower suspension members of the front suspension and wheel assembly of the vehicle of Fig.

FIG. 10 is a partial front view of the frame assembly of FIG. 2 and the front suspension and wheel assembly of the vehicle of FIG. 1.

FIG. 11 an enlarged view of a portion of FIG. 8.

FIG. 12 is a partial perspective view of a front portion of the frame assembly of FIG. 2 and the front suspension and wheel assembly of the vehicle of FIG. 1.

FIG. 13 is a schematic view of a node formed by portions of the frame assembly of the vehicle of FIG. 1.

DETAILED DESCRIPTION OF EXEMPLARY EMBODIMENTS

A few inventive aspects of the disclosed embodiments are explained in detail below with reference to the various figures. Exemplary embodiments are described to illustrate the disclosed subject matter, not to limit its scope, which is defined by the claims. Those of ordinary skill in the art will recognize a number of equivalent variations of the various features provided in the description that follows.

I. Overall Vehicle

Various vehicular design factors may make it challenging to sufficiently impede or prevent deformation of the vehicle frame defining the passenger area upon application of significant force inputs into the frame assembly. The stiff portions of the vehicle frame that are spaced from the passenger area, such as but not limited to frame structures around the front suspension components, rear suspension components and/or powertrain components, can transmit most of or the entire load or kinetic energy input to the portion of the vehicle frame defining the passenger area. Typical vehicle frame design constraints and requirements may also limit the use of structures for managing the input load or kinetic energy. As a result, the portion of the vehicle frame defining the passenger area can be subject to deformation due to the input load or kinetic energy.

It may therefore be beneficial to provide a vehicle and a frame for the vehicle with an apparatus that addresses at least one of the above and/or other challenges of related art vehicles. In particular, it may be beneficial to enhance input load and energy management performance upon application of an external load, such as by controlling deformation of the vehicle frame and/or mitigating energy transmission to the passenger area caused by the input load or kinetic energy. For example, portions of the vehicle frame assembly can be configured to absorb and transfer, in a predetermined controlled manner, the load or kinetic energy that originated from the input load or kinetic energy.

In some of these and/or other embodiments, the vehicle frame can be configured to deform at portions spaced from the passenger area. In addition, the frame can be configured with structures that can resist deformation during routine off-road usage of the vehicle, but that can deform in a predetermined controlled manner in response to an input load or kinetic energy. In some of the disclosed and/or other embodiments, the vehicle frame can be configured to deform in the vicinity of the passenger area in a predetermined controlled manner so that the dimensions of the passenger area after loading can be substantially the same as the dimensions of the passenger area prior to the input load or kinetic energy.

It may therefore be beneficial to provide a vehicle with a frame assembly that addresses at least one of the above and/or other disadvantages or concerns of the related art. In particular, it may be beneficial to utilize a frame assembly that is sufficiently rigid to cope with load and/or energy inputs from the suspension as the vehicle travels over uneven terrain of an unimproved path, and that is sufficiently deformable in a predetermined controlled manner in response to load and/or energy inputs different from those input by the suspension. For example, it may be beneficial to utilize a frame assembly that includes a front frame assembly that is configured to distribute loads and/or energy input by each suspension component throughout the entire frame assembly such that the suspension load and/or energy inputs can be transferred to a main frame assembly to which the front frame assembly can be connected.

FIG. 1 is a perspective view of an exemplary vehicle 10 including frame assembly 18 in accordance with the disclosed subject matter. The vehicle 10 shown in FIG. 1 is specialized for use on an unimproved path or on an unmarked path, and can be referred to as a multipurpose utility vehicle (MUV) or as a side-by-side all-terrain vehicle (SxS, or SxS ATV).

However, the disclosed vehicle frame assembly can be used with any vehicle that is configured for travel along any one or combination of improved, unimproved, and unmarked paths. For example, embodiments are intended to include or otherwise cover any type of automobile, including a passenger car, minivan, truck, other types of all-terrain vehicle (ATV), semi-tractor, off-highway vehicle, etc.

The vehicle 10 can include a body 12, a pair of front wheels, 14L, 14R, a pair of rear wheels 16L, 16R, a frame assembly 18, a pair of door assemblies 20L, 20R, and a powertrain. Portions of the frame assembly 18 are hidden from view in FIG. 1 by the body 12 (but are shown in FIG. 2), and the powertrain is omitted from FIG. 1 for simplicity and clarity of the drawing.

The vehicle 10 can include a pair of front seats 22L, 22R mounted in a passenger area of the vehicle 10. The frame assembly 18 can include a roll cage 28 configured to extend around and above the seats 22L, 22R and the passenger area. The roll cage 28 can cooperate with the body 12 and/or at least a portion of the frame assembly 18 to define a pair of door openings through which a passenger may pass in order to enter or exit the passenger area.

The door assemblies 20L, 20R, which occupy the door openings, each can include a door 24 and a window panel assembly 26, and can be configured to selectively open and close access through the door openings by moving between a closed position and a fully opened position. (The door 24 of the right-side door assembly 20R is obscured from view in FIG. 1). In the closed position, the door assemblies 20L, 20R, can span the respective door openings to obstruct access to the passenger area via the door openings. In the closed position, the front portion of each door assembly 20L, 20R can be latched to the roll cage 28. The fully opened position can be any position where the door assemblies 20L, 20R are pivoted away from the respective door openings to provide substantially unobstructed access to the passenger area via the door openings. FIG. 1 shows the door assemblies 20L, 20R in the closed position.

The powertrain can include an internal combustion engine, one or more electric motor(s) or a hybrid of an internal combustion engine and one or more electric motor(s), a hydrogen engine, or other known engine/motor. The powertrain can have the engine/motor output axis oriented in the longitudinal direction L or in the traverse direction T of the vehicle 10. The powertrain can be configured to drive only the front wheels 14L, 14R, or configured to drive only the rear wheels 16L, 16R, or configured to drive all of the wheels 14L, 14R, 16L, 16R, or configured to drive the rear wheels 16L, 16R and selectively drive the front wheels 14L, 14R, or configured to drive the front wheels 14L, 14 and selectively drive the rear wheels 16L, 16R. In the exemplary embodiment of FIG. 1, the powertrain is configured as a longitudinally oriented, rear-mounted internal combustion engine that drives all four wheels 14L, 14R, 16L, 16R.

II. Frame Assembly

FIG. 2 is a perspective view of the frame assembly 18. The frame assembly 18 can be configured to support the body 12, door assemblies 20L, 20R, seats 22L, 22R, suspension components for the wheels 14L, 14R, 16L, 16R, powertrain, steering system, control pedal assemblies, passengers and cargo items. The frame assembly 18 can be configured to withstand various modes of operation, including operation on unimproved paths. As will be discussed in greater detail below, the frame assembly 18 can be configured to surround the passenger area.

The frame assembly 18 can include a main frame assembly 30, a front frame assembly 32, a front bumper assembly 34 and a rear frame assembly 36. As will be discussed in greater detail below, a load and energy management apparatus can distribute loads input by the front suspension on one side of the front frame assembly 32 to the other side of the front frame assembly 32. Further, the load and energy management system can distribute and attenuate loads and energy throughout the front frame assembly 32 that are applied to the front bumper assembly 34 to thereby manage the energy so that any deflection of the frame assembly 18 in the vicinity of the passenger area can be controlled in an advantageous predetermined manner.

The main frame assembly 30 can define the passenger area of the vehicle 10. The main frame assembly 30 can be configured to provide an overall bending stiffness and torsional stiffness of the vehicle 10 that can be advantageous for rugged terrain of an unimproved path.

The front frame assembly 32 can be connected to the front end of the main frame assembly 30. The front frame assembly 32 can be configured with mounting points for the front suspension components and any appropriate components/systems, such as but not limited to portions of the body 12, a front final drive assembly, steering system components, engine cooling system, headlights, etc.

The front bumper assembly 34 can be connected to the front end of the front frame assembly 32, such that the front frame assembly 32 can be located between the front bumper assembly 34 and the main frame assembly 30. The front bumper assembly 34 can extend beyond the exterior of the body 12, or alternatively, one or more portions of the body 12 can conceal the front bumper assembly 34.

The main frame assembly 30, front frame assembly 32, front bumper assembly 34 and rear frame assembly 36 can be made from any appropriate structural element(s), such as but not limited to tubes, beams, stampings, etc., that can provide sufficient strength and rigidity for defining a vehicle and vehicle passenger area. The frame assembly 18 can be formed from a single type of structural element, or alternatively the frame member 18 can be formed from any combination of these structural elements. The structural elements can have any appropriate cross-sectional shape, such as but not limited to circular, rectangular, regular polygonal, irregular polygonal, hollow, solid, variable along the length of the structural element, etc.

The structural elements can be formed by any appropriate process, such as but not limited to rolling, hydroforming, bending, welding, extruding, stamping, any combination of these processes, etc. Each structural element of the frame assembly 18 can be formed from any appropriate material, such as but not limited to steel, aluminum, titanium, magnesium, plastic, fiber-reinforced plastic, carbon fiber, ceramic, a composite formed from any combination of these exemplary materials, etc. Each structural element of the frame assembly 18 can be connected to each adjoining structural element in any appropriate manner, such as but not limited to mechanical fasteners, welding, adhesive, any combination thereof, etc.

A. Main Frame Assembly

The main frame assembly 30 can define the passenger area and can include the roll cage 28, a pair of longitudinal members 38L, 38R and a plurality of lower cross members 40, 42, 44, a pair of upper cross members 46, 48 and a pair of support members 72L, 72R.

The longitudinal members 38L, 38R can extend in the longitudinal direction L of the vehicle 10, extending from the front of the passenger area to the rear of the passenger area. The longitudinal members 38L, 38R can each be configured as a substantially straight, hollow beam having a substantially rectangular cross-sectional shape.

The first through third lower cross members 40, 42, 44 can extend in the transverse direction T of the vehicle 10, from the left longitudinal member 38L to the right longitudinal member 38R. The first lower cross member 40 can be slightly bent along the longitudinal direction L near each end toward the rear of the vehicle 10. The first lower cross member 40 can be a hollow tube having a substantially circular cross-sectional shape. Each of the second and third lower cross members 42, 44 can be configured as a substantially straight, hollow beam having a substantially rectangular cross-sectional shape.

The first lower cross member 40 can be connected to each of the longitudinal members 38L, 38R adjacent a respective front end of the longitudinal members 38L, 38R. The second lower cross member 42 can be connected to each of the longitudinal members 38L, 38R adjacent a respective rear end of the longitudinal members 38L, 38R. The third lower cross member 44 can be connected to each of the longitudinal members 38L, 38R at a portion of the longitudinal members 38L, 38R intermediate the front and rear ends of the respective longitudinal members 38L, 38R. In the exemplary embodiment of FIG. 2, welds can connect the lower cross members 40, 42, 44 to the longitudinal members 38L, 38R.

The first and second upper cross members 46, 48 can extend in the transverse direction T of the vehicle 10 from the left cage side assembly 50L to the right cage side assembly 50R. The first upper cross member 46 can be spaced away from the second upper cross member 48. The second upper cross member 48 can be connected to the cage side assemblies 50L, 50R at a position that is higher in the vertical direction V of the vehicle 10 than the position at which the first upper cross member 46 is connected to the side assemblies 50L, 50R.

The support members 72L, 72R can extend generally in the vertical direction V of the vehicle 10 from the first upper cross member 46 to the second upper cross member 48. The support member 72L, 72R can be spaced apart from each other in the transverse direction T of the vehicle 10. The support members 72L, 72R can each be configured as a hollow tube having a substantially circular cross-sectional shape. In the exemplary embodiment of FIG. 2, welds can connect the support members 72L, 72R to the upper cross members 46, 48.

The upper cross members 46, 48 and the support members 72L, 72R can be configured to support and secure a panel assembly (such as but not limited to an instrument panel assembly), a steering assembly, and/or a portion of the body 12 (such as but not limited to a hood panel 13—see FIG. 1).

The roll cage 28 can include a pair of cage side assemblies 50L, 50R, a plurality of cage cross members 52, 54, 56, 58, 60. The roll cage 28 generally defines the passenger compartment.

The cage side assemblies 50L, 50R can extend in the longitudinal direction L of the vehicle 10, from the front end of the passenger area to the rear end of the passenger area. The cage side assemblies 50L, 50R can define the limits of the passenger area in the transverse direction T of the vehicle 10, the longitudinal direction L of the vehicle 10 and in the vertical direction V of the vehicle 10. The cage side assemblies 50L, 50R can be configured to support the door assemblies 20L, 20R and any appropriate portion(s) of the body 12, such as but not limited to flexible side panel(s) (transparent, opaque, or a combination thereof), rigid side panel(s), roof panel (rigid or flexible), flexible or rigid rear panel (transparent, opaque, or a combination thereof), etc. The cage side assemblies 50L, 50R can be configured to resist, impede, or minimize deformation that could be caused by a load or kinetic energy input into either or both of the cage side assemblies.

Each of the cage side assemblies 50L, 50R can be formed from any appropriate number of structural elements, from one to any number greater than one. The side cage assemblies 50L, 50R can be configured with any shape and contour that can be advantageous to meet the structural performance and aesthetic appeal desired for the vehicle 10. The following description will be directed toward the left cage side assembly 50L with the understanding that the right cage side assembly 50R can be a mirror image of the left cage side assembly 50L.

The left cage side assembly 50L can include a plurality of cage side members 62, 64, 66, 68, 70. Each of the first through fifth cage side members 62, 64, 66, 68, and 70 can be configured as a hollow tube having a substantially circular cross-section shape. The cage side members 62, 64, 66, 68, and 70 can be configured with any appropriate elongated shape that can provide the desired dimensionality of the passenger area and advantageously conform to the aesthetic appearance desired for the vehicle 10.

The first cage side member 62 can be referred to as an A-pillar. The first cage side member 62 can be connected at one end to the left longitudinal member 38L adjacent the front end of the left longitudinal member 38L. The first cage side member 62 can be connected to a side of the left longitudinal member 38L that can be opposite to the side to which the first cross member 40 is connected. The one end of the first cage side member 62 can be aligned in the transverse direction T with the end of the first cross member 40 that is connected to the left longitudinal member 38L.

Each of the upper cross members 46, 48 can be connected to a middle portion of the first cage side member 62 of each of the cage side assemblies 50L, 50R.

The third cage side member 66 can be referred to as a B-pillar. The third cage side member 66 can be connected at one end to the left longitudinal member 38L adjacent the rear end of the left longitudinal member 38L. The third cage side member 66 can be connected to a side of the left longitudinal member 38L that can be opposite to the side to which the second lower cross member 42 is connected. The one end of the third cage side member 66 can be aligned in the transverse direction T with the end of the second cross member 42 that is connected to the left longitudinal member 38L.

The first through fifth cage cross members 52, 54, 56, 58, 60 can extend in the transverse direction T of the vehicle 10 from the left side assembly 50L to the right side assembly 50R. The cage cross members 52, 54, 56, 58, 60 can be connected to each of the side assemblies 50L, 50R at respective locations spaced apart along the longitudinal direction L of the vehicle 10. The cage cross members 52, 54, 56, 58, 60 can be configured to maintain a predetermined spacing between the left cage side assembly 50L and the right cage side assembly 50R in the transverse direction T. The cage cross members 52, 54, 56, 58, 60 can define the limits of the passenger area in the longitudinal direction L of the vehicle 10 and the vertical direction V of the vehicle 10. The cage cross members 52, 54, 56, 58, 60 can be configured to manage load and/or energy inputs so that deflection of the frame assembly 18 in the vicinity of the passenger area can be controlled in an advantageous predetermined manner. In the exemplary embodiment of FIG. 2, the cage cross members 52, 54, 56, 58, 60 can be connected to the cage side assemblies 50L, 50R by welding.

B. Front Frame Assembly

Referring to FIG. 2, the front frame assembly 32 can be connected to the first lower cross member 40 and each of the first cage side members 62 of the main frame assembly 30. The front frame assembly 32 can include the front bumper assembly 34, a pair of front lower members 74L, 74R, a pair of first front members 76L, 76R, a pair of second front members 78L, 78R, a pair of intermediate members 80L, 80R and a transverse frame assembly 82.

The front frame members 76L, 76R, 78L, 78R can be spaced apart from each other in the transverse direction T of the vehicle 10 by a predetermined distance sufficient to accommodate any component(s) and/or system(s) to be supported by the front frame assembly 32. Referring to FIGS. 3-5 and 8-12, the front frame assembly 32 can be configured to support a front suspension and wheel assembly, a radiator 84, a steering rack assembly and a front final drive assembly 88. The front suspension and wheel assembly can include suspension members 90L, 90R, 92L, 92R, damper and spring assemblies 94L, 94R, front hub assemblies 96L, 96R and the front wheels 14L, 14R.

The front frame assembly 32 can include a plurality of mounting brackets 98L, 98R, 100L, 100R, 102L, 102R, 104L 104R, 106L, 106R, 108L, 108R that can connect the front suspension and wheel assembly, the radiator 84, and the front bumper assembly 34 to the front frame assembly 32. The front suspension and wheel assembly can be movably connected to each of the suspension brackets 98L, 98R, 100L, 100R, 102L, 102R, 104L, 104R so that the suspension members 90L, 90R, 92L, 92R can pivot relative to the suspension brackets 98L, 98R, 100L, 100R, 102L, 102R, 104L, 104R and the front wheels 14L, 14R can move generally in the vertical direction V of the vehicle 10 as the vehicles travels along an improved or unimproved pathway. The front bumper assembly 34 can be connected to each of the bumper brackets 106L, 106R, 108L, 108R. The following description will be directed toward the brackets 98L, 100L, 102L, 104L, 106L, and 108L mounted on left side of front frame assembly 32 with the understanding that the brackets 98R, 100R, 102R, 104R, 106R, 108R mounted on the right side of the front frame assembly 32 can be a mirror image of the brackets 98L, 100L, 102L, 104L, 106L, 108L left side of the front frame assembly 32, and can be connected to the right side of the front frame assembly 32 in a similar manner.

Referring to FIGS. 2-12, the left side of the front frame assembly 32 can include a pair of upper suspension brackets 98L, 100L, a pair of lower suspension brackets 102L, 104L. Referring to FIGS. 3-5 and 8-12, the upper suspension member 90L can be connected to each of the upper suspension brackets 98L, 100L. The lower suspension member 92L can be mounted to the lower suspension brackets 102L, 104L in any appropriate manner such as but not limited to threaded fasteners, and with or without rubber bushings. The front bumper assembly 34 can be mounted to the upper bumper bracket 106L and the lower bumper bracket 108L in any appropriate manner such as but not limited to threaded fasteners.

The front frame assembly 32 can include an upper bracket 110. The upper bracket 110 can be connected to and extend from each of the first frame members 76L, 76R. The upper bracket 110 can extend in the transverse direction T of the vehicle 10 to span from the left first frame member 76L to the right first frame member 76L.

Referring to FIGS. 3 and 4, an upper end of each of the spring and damper assemblies 94L, 94R can be connected to a respective end of the upper bracket 110 in an appropriate manner such as but not limited to threaded fasteners.

In the exemplary embodiment of FIG. 6 a central span 104S connects the second lower suspension brackets 104L, 104R to each other to form an integrated homogenous lower bracket assembly. However, exemplary embodiments are intended to include or otherwise cover the second lower suspension brackets formed individually and spaced apart from each other.

In the exemplary embodiment of FIG. 6, each of the front lower frame members 74L, 74R, the first front frame members 76L, 76R, the second front frame members 78L, 78R are configured as hollow metal tubes having a substantially circular cross-section. However, any combination of the front lower frame members 74L, 74R, the first front frame members 76L, 76R and the second front frame members 78L, 78R can be have a cross-sectional shape that is different from a substantially circular cross-sectional shape. Further, any combination of the front lower frame members 74L, 74R, the first front frame members 76L, 76R and the second front frame members 78L, 78R can be formed of a material other than metal, such as but not limited to carbon fiber, plastic, carbon fiber reinforced plastic, ceramic, pulp, or glass fiber reinforced plastic and combinations thereof.

Further, the front lower frame members 74L, 74R, the first front frame members 76L, 76R, and the second front frame members 78L, 78R can be welded to each other to form the structure described above. However, embodiments are intended to include or otherwise cover any combination of the front lower frame members 74L, 74R, the first front frame members 76L, 76R and the second front frame members 78L, 78R connected by threaded fasteners, adhesives, a combination of brackets and threaded fasteners, rivets, or other known connective structures, materials, or methods.

The front frame assembly 32 can include a pair of upper bumper brackets 106L, 106R and a pair of lower bumper brackets 108L. (The upper bumper brackets 106L, 106R are shown in phantom in FIGS. 7-9, 12, 13 and 15).

Referring to FIGS. 6, 7, 9, 11 and 12, collectively, each of the first lower suspension brackets 102L, 102R can include a top wall 212, a pair of side walls 214, 216 and an end wall 218.

The pair of side walls 214, 216 can extend downwardly from the top wall 212 at spaced apart locations along the top wall 212. Each of the side walls 214, 216 can include a mounting hole 220, 222 that is configured to connect a respective one of the lower suspension members 92L, 92R to the first lower suspension brackets 102L, 102R.

The end wall 218 can extend downwardly from the top wall 212. The end wall 218 can be connected to each of the side walls 214, 216. The end wall 218 can include a mounting hole 224.

Each of the side walls 214, 216 can include an extension portion that extends in the transverse direction T of the vehicle 10 from a respective one of the first front frame members 76L, 76R toward the other of the front frame members 76L, 76R, and toward the front final drive assembly 88. The end wall 218 can be connected to extension portion such that the end wall 218 is spaced away from a respective one of the first front frame members 76L, 76R. However, exemplary embodiments are intended to include or otherwise cover a first lower suspension bracket that includes an end wall that is adjacent to or abuts any portion of the respective one of the front frame members 76L, 76R.

C. Front Bumper Assembly

The front frame assembly 32 can include the front bumper assembly 34. Referring to FIGS. 2, 3 and 5, the front bumper assembly 34 can be connected to the front side of the first frame members 76L, 76R, such that the first and second frame members 76L, 76R, 78L, 78R are located between or intermediate the front bumper assembly 34 and the main frame assembly 30.

The front bumper assembly 34 can include a pair of lower connector members 112L, 112R, a pair of upper connector members 114L, 114R and a bumper member 116. The bumper member 116 can be a separate structure connected to each of the connector members 112L, 112R, 114L, 114R, or can be integrated together with the connector members 112L, 112R, 114L, 114R into a single structure. The bumper member 116 can extend in the transverse direction T of the vehicle 10 to span from the left upper connector member 114L to the right upper connector member 114R.

A first end of each of the lower connector members 112L, 112R can be connected to a respective one of the lower bumper brackets 108L, 108R. Lower connector members 112L, 112R can be connected to the respective one of the bumper brackets such that the lower bumper brackets 108L, 108R can pivot with respect to the lower bumper brackets. The second end of the lower connector members 112L, 112R can be connected to the bumper member 116.

A first end of the upper connector members 114L, 114R can be connected to a respective one of the upper bumper brackets 106L, 106R. The second end of the upper connector members 114L, 114R can be connected to the bumper member 116.

The upper connector members 114L, 114R can be configured to deform in a predetermined and controlled manner in response to load or kinetic energy input to the bumper member 116 that exceeds a predetermined threshold. For example, the upper connector members 114L, 114R can be configured to collapse along the length of the upper connector members 114L, 114R. That is, the upper connector members 114L, 114R can be formed from any material and/or with any structure that can promote the desired deformation. By way of example only, FIGS. 2-4, show the upper connector members 114L, 114R as elongate members having a rectangular cross-sectional shape. Further, by way of example only, the upper connector members 114L, 114R can include one or more holes, cutouts, corrugated regions, bends, any combination thereof, etc., that can permit the upper connector members 114L, 114R to deform in a predetermined and controlled manner when a load or kinetic energy is directed thereto.

The lower connector members 112L, 112R can pivot relative the lower bumper brackets 108L, 108R as the upper connector members 114L, 114R are predictably deformed. However, exemplary embodiments are intended to include any appropriate connection that can achieve the desired performance of the bumper assembly 34 in response to a load and/or energy that exceeds a predetermined threshold. The predetermined threshold can be set at a value where only the front bumper assembly 34 is subjected to deformation by the load or kinetic energy input to the bumper member 116, without deformation to the front frame assembly 32 or the main frame member 30.

The bumper member 116 can be configured with any appropriate shape and dimensions that can achieve the desired performance of the front bumper assembly 34 in response to the load or kinetic energy input.

Referring to FIGS. 3, 4, 6 and 12, the upper bumper brackets 106L, 106R can include a flange to which a bottom of the radiator 84 can be connected in any appropriate manner such as but not limited to threaded fasteners, rivets, and welding.

D. Transverse Frame Assembly

The transverse frame assembly 82 can be a complicated link/plate structure that extends in each of the longitudinal direction L, the transverse direction T and the vertical direction V. Referring to FIGS. 5-12, the transverse frame assembly 82 can be connected to and extend from each of the first and second frame members 74L, 74R, 76L, 76R. The transverse frame assembly 82 can be configured to support a steering rack assembly.

Referring to FIGS. 5, 7-13 and 15, the transverse frame assembly 82 can include a first front cross member 118, a second front cross member 120 and a plate 122.

The first front cross member 118 can be connected to and can extend from each of the first frame members 76L, 76R. The first front cross member 118 can extend in the transverse direction T of the vehicle 10.

The second front cross member 120 can be connected to and can extend from each of the second frame members 78L, 78R. The second front cross member 120 can extend in the transverse direction T of the vehicle 10.

In the exemplary embodiment of FIG. 5, each of the front cross members 118, 120 is configured as a hollow metal tube having a substantially circular cross-section that can be welded to each of the first frame members 76L, 76R and the plate 122. However, exemplary embodiments are intended to include or otherwise cover either one or both of the front cross members 118, 120 being formed of a material other than metal, such as but not limited to carbon fiber, plastic, carbon fiber reinforced plastic, ceramic, pulp, glass fiber reinforced plastic, or other known structural material. Further, exemplary embodiments are intended to include or otherwise cover any one or both of the front cross members 118, 120 connected to the respective ones of the first and second frame members 76L, 76R, 78L, 78R in other ways such as but not limited to threaded fasteners, adhesives, welds, a combination of brackets and threaded fasteners, rivets, or other known connector devices, methods and materials.

The plate 122 can be stamped from a flat metal sheet. The plate 122 can extend in the traverse direction T of the vehicle 10 and can be connected to each of the front cross members 118, 120. The plate 122 can be connected directly, or indirectly via the front cross members 118, 120, to each of the first and second front frame members 76L 76R, 78L, 78R. The plate 122 can extend in the transverse direction T and the longitudinal direction of the vehicle 10 from each of the first and second frame members 76L, 76R, 78L, 78R.

E. Rear Frame Assembly

Referring to FIG. 2, the rear frame assembly 36 can include a plurality of rear frame members 190, 192, 194, 196L, 196R, 198, 200, 202L, 202R, 204L, 204R, 206L, 206R, 208L, 208R. The rear frame members 190, 192, 194, 196L, 196R, 198, 200, 202L, 202R, 204L, 204R, 206L, 206R, 208L, 208R can be configured to define a lower cradle assembly, an upper bed support assembly, and a suspension support assembly. The lower cradle assembly can be configured to mount and support the power source and a portion of the rear suspension and wheel assembly in any appropriate manner. The upper bed support can be configured to support a storage area of the vehicle 10. The suspension support assembly can be configured to support another portion of the rear suspension and wheel assembly.

III. Front and Rear Suspension and Wheel Assemblies

The vehicle 10 can include a front suspension and wheel assembly and a rear suspension and wheel assembly. As discussed above, the front suspension and wheel assembly can be connected to the front frame assembly 32. The rear suspension and wheel assembly can be mounted to the rear frame assembly 36.

Referring to FIGS. 3-5 and 8-12, the suspension members 90L, 90R, 92L, 92R of the front suspension and wheel assembly can be configured as a double-wishbone suspension system (also referred to as upper and lower A-arms). Each of the suspension members 90L, 90R, 92L, 92R includes a pair of mounting points configured to be connected to a respective pair of the suspension brackets 100L, 100R, 102L, 102R. Each of the suspension members 90L, 90R, 92L, 92R can further include a single mounting point configured to be connected to a wheel hub or knuckle that can rotatably support a respective one of the front wheels 14L, 14R. However, exemplary embodiments are intend to include or otherwise cover suspension members that provide a different geometry and/or include multiple links, a strut, or other appropriate members in order to achieve the desired suspension performance so long as at least one of the suspension members on each side of the front frame assembly 32 is mounted to a suspension mounting bracket in accordance with the first upper mounting brackets 98L, 98R.

The rear suspension and wheel assembly can include the rear wheels 16L, 16R and at least one suspension member for each of the rear wheels 16L, 16R. The rear suspension and wheel assembly can include any appropriate suspension members, such as those described above for the front suspension and wheel assembly. Further, the rear suspension and wheel assembly can have the same type of suspension members as the front suspension and wheel assembly, or can have a different type of suspension members as compared to the front suspension and wheel assembly.

IV. Steering Assembly

The vehicle 10 can include a steering assembly configured to transfer steering inputs from an operator in the passenger compartment of the main frame assembly 30 to the front wheels 14L, 14R. Referring to FIGS. 3-5, the steering assembly can include a steering column assembly 168 and a pair of tie rods. (The left side tie rod 170L is shown, and the right side tie rod is obstructed from view in FIGS. 3-5). The steering column assembly 168 is shown in phantom in each of FIGS. 3 and 5. The steering assembly can also include a steering wheel and a steering rack assembly.

The steering rack assembly can be mounted to and supported by the transverse frame assembly 82 of the front frame assembly 32. That is, the front frame assembly 32 can include the steering rack assembly. The tie rods can be coupled to the steering rack assembly and to a respective one of the front wheels 14L, 14R. The steering column assembly 168 can pass through the plate 122 so that one end can be connected to the steering rack and a second end can be located in the passenger compartment of the main frame assembly 30. The steering wheel can be connected to the second end of the steering column assembly 168.

Each of the ties rods can be pivotally coupled to a respective end of the steering rack and to the respective one of the front wheels 14L, 14R such that linear displacement of the steering rack results in pivoting of the front wheels 14L, 14R about a kingpin axis associated with the front wheels 14L, 14R.

V. Final Drive Assembly

The final drive assembly 88 can transfer torque output by the power source to each of the front wheels 14L, 14R. Referring to FIGS. 3-5 and 8-12 collectively, the final drive assembly 88 can include a housing 182, a pair of openings, an upper housing extension 186 and a lower housing extension 188. Only the left-side opening 184 is shown in FIGS. 3, 5 and 12. But it is to be understood that the right-side opening can be identical and located opposite to the left-side opening 184 in the transverse direction T of the vehicle 10.

The housing 182 can contain any appropriate mechanism that can transmit torque input to the mechanism to each of the front wheels 14L, 14R. For example, the final drive assembly 88 can include an input gear driven by the power source and an output gear driven by the input gear. Referring to FIG. 4, the final drive assembly 88 can also include a pair of driveshafts 210L, 210R driven by the output gear. Each of the driveshafts 210L, 210R can drive a respective one of the front wheels 14L, 14R. In another example, a differential gear assembly can couple the output gear to each of the driveshafts 210L, 21OR such that each of the wheels 14L, 14R can be driven at different speeds and different percentages of the torque input by the power source. In yet another example, a plurality of friction members can be arranged such that torque input by the power source can be differentially distributed to each of the driveshafts 210L, 210R.

The upper and lower housing extensions 186, 188 can extend in the transverse direction T of the vehicle 10. As will be discussed in further detail below, the lower housing extension 188 can be connected to each of the housing brackets 124L, 124R. The upper housing extension 186 can be connected to the first upper suspension brackets 98L, 98R in any appropriate manner such as but not limited to a respective intermediate bracket secured to one of the plate 122 and the respective one of the first front frame members 76L, 76R. However, embodiments are intended to include or otherwise cover the upper housing extension 186 connected to front frame assembly 32 by threaded fasteners, rivets, welds, adhesives, welds, or any combination thereof.

The driveshafts 210L, 210R can extend into a respective one of the openings 184. The driveshafts 210L, 21OR can be coupled to the output device mounted inside of the housing 182 and to a respective one of the front wheels 14L, 14R in any appropriate manner such as but not limited to universal joints, constant-velocity joints, splines, combinations thereof, or via other known output coupling structures.

VI. Load and Kinetic Energy Management Apparatus

As described in further detail below, the features of the front frame assembly 32 described can form a load and kinetic energy management apparatus. The load and kinetic energy management apparatus can distribute throughout the front frame assembly 32 a load or kinetic energy input to the front frame assembly 32 via one or both of the front wheels 14L, 14R as the vehicle 10 travels along an improved or unimproved path such that load concentrations in any one particular component or portion of the front frame assembly 32 can be reduced or prevented. Further, the load and kinetic energy management apparatus can absorb and distribute a load or kinetic energy input via the front bumper assembly 34 such that deformation of the front frame assembly 32 can occur in a predetermined and controlled manner.

The load and kinetic energy management apparatus can include the first lower suspension brackets 102L, 102R connected to the first front frame members 76L, 76R at a first location on the first front frame members 76L, 76R. This first location can be adjacent to the front lower frame members 74L, 74R and below a location where the second front fame members 78L, 78R connect to the first front frame members 76L, 76R.

The load and kinetic energy management apparatus can include the front lower frame members 74L, 74R connected to a respective one of the first front frame members 76L, 76R such that first ends of the front frame members abut a respective one of the front lower frame members 74L, 74R. Further, the first location can abut a respective one of the first ends of the first front frame members 76L, 76R and can extend along the respective one of the first frame members 76L, 76R away from the first end.

The load and kinetic energy management apparatus can include the first lower suspension brackets 102L, 102R connected to the front lower frame members 74L, 76R such that each of the lower suspension bracket 74L, 74R abuts the first end of a respective one of the first front frame members 76L, 76R and abuts a respective one of the front lower frame members 74L, 74R. That is, the load and kinetic energy management apparatus can include a respective one of the first lower suspension brackets 102L, 102R abutting a respective junction of the first front frame members 76L, 76R and the lower front frame members 74L, 74R. For example, each of the first front frame members 76L, 76R can abut the front side wall 214 of a respective one of the first lower suspension brackets 102L, 102R. The front side wall 214 can be directly connected to the respective one of the first front frame members 76L, 76R. For example. For example, the front side wall 214 can be welded to the respective one of the first front frame members 76L, 76R.

The load and kinetic energy management apparatus can include the lower housing extension 188. The lower housing extension 188 can extend from the housing 182 of the front final drive assembly 88 to each of the first lower suspension brackets 102L, 102R. The lower housing extension 188 can be connected to each of the first lower suspension brackets 102L, 102R in any appropriate manner such as but not limited to threaded fasteners, rivets, welds, adhesives, or any combination thereof. For example, the lower housing extension 108 can be connected the first lower suspension brackets 102L, 102R using the mounting holes 224 in the end walls 218.

The first lower suspension brackets 102L, 102R can cooperate with the lower housing extension 188 such that a load or kinetic energy input into one of the first lower suspension brackets 102L, 102R by the front suspension and wheel assembly can be distributed throughout both sides of the front frame assembly 32, and then distributed into the main frame assembly 30.

For example, a load or kinetic energy input by the left-side lower suspension member 92L can be transferred to the left-side first lower suspension bracket 102L. The left-side first lower suspension bracket 102L can then distribute the load or kinetic energy to each of the left-side first lower suspension bracket 102L and each of the left-side front lower frame member 74L and the left-side first front frame member 76L. In turn, the left-side first front frame member 76L can transfer a portion of the load or kinetic energy input to the front lower frame member 74L. Further, the left-side first lower suspension bracket 102L can transfer a portion of the load or kinetic energy into the lower housing extension 188. In turn, the lower housing extension 188 can transfer a portion of the load or kinetic energy input to the right-side first lower suspension bracket 10204R on the other side of the vehicle 10. From there, the right-side lower suspension bracket 102R can transfer a portion of the load or kinetic energy to each of the right side front lower frame member 74R and the right-side first front frame member 76R. Subsequently, the right-side first front frame member 76R can transmit a portion of the load or kinetic energy input into the right-side front lower frame member 74R.

A similar example can occur with respect to the right-side lower suspension member 92R. Thus, the load and kinetic energy management apparatus can distribute a load or kinetic energy input by the front suspension and wheel assembly to both sides of the front frame assembly 32 such that each of the front lower frame members 74L, 74R can distribute a respective portion of the load or kinetic energy input by each of the lower suspension members 92L, 92R throughout the front frame assembly 32 and then into the main frame assembly 30.

The load and kinetic energy management apparatus can include the front bumper assembly 34 and the transverse frame assembly 82. The front bumper assembly 34 can be connected to a second location on each of the first front frame members 76L, 76R that is adjacent to the first location where the first lower suspension brackets 98L, 98R are connected. For example, first lower suspension brackets 102L, 102R and the front bumper assembly 34 can be connected to a common length of the first frame members 76L, 76R that abuts the lower frame members 74L, 74R.That is, the first location and the second location can be on the common length of the first front frame members 76L, 76R so as to define a common node through which the load and energy management apparatus can transmit a load or kinetic energy input in each of the transverse direction T of the vehicle 10 and the longitudinal direction L of the vehicle 10 to the front lower frame members 74L, 74R and the main frame 30.

FIG. 13 is a schematic representation of an exemplary node N that can be formed in a region of a frame member (such as but not limited to one of the first front frame members 74L, 74R) by a suspension bracket SB (such as but not limited to one of the lower suspension brackets 102L, 102R), a bumper bracket (such as but not limited to one of the lower bumper brackets 108L, 108R), and an extension EM (such as but not limited to one of the lower housing extension 188 or an portion of each the first lower suspension brackets 102L, 102R that extends from a respective one of the first front frame members 76L, 76R to the lower housing extension 188).

In the exemplary embodiment described above, when following the load and energy distribution paths described above, the load and energy management apparatus can transmit a load or kinetic energy input to one of the first front frame members 76L, 76R to each of the front lower frame members 74L, 74R via the lower housing extension 188 and a different one of the first frame members 74L, 74R. Further, the load and energy management apparatus can transmit a load or kinetic energy input by the front bumper assembly 34 to the plate 122 such that the plate 122 can resist the load or kinetic energy input via the front bumper assembly 34 until the front bumper assembly 34 initially collapses in the longitudinal direction L of the vehicle 10. Further, the plate 122 can collapse in the direction toward the main frame assembly 30 if the load or kinetic energy continues to be inputted to the first front frame members 76L, 76R via the front bumper assembly 34 after the front bumper assembly 34 initially collapses. Accordingly, the frame assembly 18 of the vehicle 10 can provide rigidity sufficient to absorb and distribute a load or kinetic energy input by the front suspension and wheel assembly without undesirable deformation of the front frame assembly 32. Further, the frame assembly 18 of the vehicle 10 can provide an ability to absorb and distribute a load or kinetic energy input by the front bumper assembly 34 that can permit deformation of the front frame assembly 32 in a predetermined and controlled manner.

VII. Skid Plate Assembly

The vehicle 10 can include a skid plate 226 mounted on the bottom of the front frame assembly 32. The skid plate can be configured to protect the front final drive assembly 88 and/or the lower front frame members 74L, 74R from object(s) projecting upwardly from the ground surface as the vehicle 10 travels along an unimproved surface or an improved surface.

The skid plat 226 can extend in the transverse direction T of the vehicle 10 from one of the front lower frame members 74L, 74R to another one of the front frame members 74L, 74R. The skid plate 226 can extend in the longitudinal direction L of the vehicle 10 along each of the front lower frame members 74L, 74R. The skid plate 226 can be connected to each of the front lower frame members 74L, 74R and to each of first lower suspension brackets 102L, 102R.

VIII. Alternative Embodiments

While certain embodiments of the invention are described above, and FIGS. 1-13 disclose a best mode for practicing the various inventive aspects, it should be understood that the invention can be embodied and configured in many different ways without departing from the spirit and scope of the invention.

For example, embodiments are disclosed above in the context of a vehicle 10 shown in FIG. 1. However, embodiments are intended to include or otherwise cover any type of vehicle disclosed above. For example, exemplary embodiments are intended to include or otherwise cover any type of vehicle that can travel on an improved surface such as but not limited to a paved road.

Exemplary embodiments are intended to include or otherwise cover any type of front frame assembly 32. In other words, exemplary embodiments are intended to cover any application of front frame assembly that can sustain load or kinetic energy inputs from a front suspension and wheel assembly while also being capable of responding in a predetermined and controlled manner to a load or kinetic energy input in the longitudinal direction of the vehicle 10. For example, one or both of the first and second frame members can be made from a plurality of parts or made as a unitary homogenous component.

Exemplary embodiments are intended to include any appropriate shape for each of the first and second frame members. Further, exemplary embodiments are intended to include the first front frame members and the second front frame members divided differently as compared to the first and second front frame members described above. For example, exemplary embodiments are intended to include or otherwise cover a first front frame member that terminates at a junction with the second front frame member, and the second front frame member includes a second end that is connected to the main frame assembly.

Exemplary embodiments are intended to include or otherwise cover the first front frame member or the second front frame connected to any appropriate portion of the main frame assembly.

Exemplary embodiments are intended to include or otherwise cover any type of front suspension and wheel assembly. For example, embodiments are disclosed in the context of an upper suspension member and a lower suspension member that are configured as A-arms (also referred to as wishbones). Exemplary embodiments are intended to include an upper suspension member that has a unique geometry compared to the lower suspension member. Exemplary embodiments are also intended to include an upper suspension member that has the same geometry compared to the lower suspension member. Further, exemplary embodiments are intended to include a front suspension and wheel assembly that includes one or more suspension members configured differently than the upper suspension member and the lower suspension member, and used in place of the upper suspension member and/or the lower suspension members.

Embodiments are disclosed above in the context of vehicle 10 shown in FIG. 1 having a front frame assembly that includes a front bumper assembly. However, embodiments are intended to include or otherwise cover any a vehicle that includes a rear frame assembly, a rear bumper assembly and a rear suspension and wheel assembly configured in a manner as described above with respect to the front frame assembly, the front bumper assembly and the front suspension and wheel assembly.

While the subject matter has been described in detail with reference to exemplary embodiments thereof, it will be apparent to one skilled in the art that various changes can be made, and equivalents employed, without departing from the scope of the invention. All related art references discussed in the above Description of the Related Art section are hereby incorporated by reference in their entirety. 

What is claimed is:
 1. A mounting assembly for a suspension and wheel assembly of a vehicle, the suspension and wheel assembly including a pair of wheels and a pair of suspension members, each of the suspension members connected to a respective one of the wheels, the mounting assembly comprising: a pair of front frame members spaced apart from each other in a transverse direction of the vehicle; a front final drive assembly extending between front frame members, the final drive assembly including a final drive housing containing an input structure and an output structure, the input structure is configured to receive torque from a power source, and the output structure is configured to transfer at least a portion of the torque to at least one of the wheels; and a pair of suspension brackets, each of the suspension brackets is connected to a respective one of the front frame members and to the final drive assembly such that a load input to one of the suspension brackets is transferred to a different one of the suspension brackets through the final drive housing, and then to the respective one of the front frame members.
 2. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 1, wherein the front final drive assembly further includes a housing extension that extends away from the final drive housing in the transverse direction of the vehicle, extends to each of the suspension brackets, and is connected to each of the suspension brackets.
 3. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 2, wherein the housing extension abuts each of the suspension brackets.
 4. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 1, wherein each of the suspension brackets includes a top wall, a pair of side walls that extend downwardly from the top wall at spaced apart locations along the top wall, and an end wall that extends downwardly from the top wall and that is connected to each of the side walls.
 5. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 4, wherein each of the side walls includes a mounting hole that is configured to connect a respective one of the suspension members to the suspension brackets.
 6. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 4, wherein the end wall includes a mounting hole, and the housing extension is connected the suspension brackets using the mounting holes.
 7. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 4, wherein the one of the side walls is welded to a respective one of the front frame members.
 8. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 4, wherein one of the side walls is directly connected to a respective one of the front frame members.
 9. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 8, wherein the front frame members are front lower frame members that extend along a bottom portion of the vehicle in a longitudinal direction of the vehicle, and the mounting assembly further comprises: a pair of first front frame members connected to and extending upwardly from a respective one of the front lower frame members, and each of the first front frame members abuts one of the side walls of a respective one of the suspension brackets.
 10. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 1, wherein the front frame members are front lower frame members that extend along a bottom portion of the vehicle in a longitudinal direction of the vehicle, and the mounting assembly further comprises: a skid plate extending in a transverse direction from one of the front lower frame members to another one of the front lower frame members, extending in the longitudinal direction along each of the front lower frame members, and connected to each of the front lower frame members and to each of the suspension brackets.
 11. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 10, further comprising: a pair of first front frame members connected to and extending upwardly from a respective one of the front lower frame members, and each of the first front frame members abuts a respective one of the suspension brackets.
 12. The mounting assembly for a suspension and wheel assembly of a vehicle according to claim 10, wherein each of the suspension members includes a first mounting portion and a second mounting portion, the first mounting portion is connected to a respective one of the suspension brackets, and the second mounting portion is connected to the front frame member at a position spaced away from the respective one of the suspension brackets.
 13. A vehicle comprising: a main frame assembly defining a passenger compartment of the vehicle; a rear frame assembly connected to and extending from a rear end of the main frame assembly in a longitudinal direction of the vehicle, the rear frame assembly configured to mount a rear suspension and wheel assembly; a front frame assembly connected to and extending from a front portion of the main frame assembly of the vehicle such that the main frame assembly extends between the front frame assembly and the rear frame assembly in a longitudinal direction of the vehicle, the front frame assembly configured to mount a front suspension and wheel assembly, the front frame assembly including a pair of front lower frame members, each of the front lower frame members including a first end connected to the main frame assembly and a second end spaced away from the main frame assembly in the longitudinal direction of the vehicle; a front final drive assembly extending between front lower frame members, the final drive assembly including a final drive housing and at least one connector configured to connect with a driveshaft; and a pair of suspension brackets, each of the suspension brackets connected to a respective one of the front lower frame members and to the final drive assembly such that a load input to one of the suspension brackets is transferred through the final drive housing to one of the front lower frame members connected with a different one of the suspension brackets.
 14. The vehicle according to claim 13, wherein each of the suspension brackets is connected to a respective one of the front lower frame members adjacent the second end of the respective one of the front lower frame members.
 15. The vehicle according to claim 13, further comprising a pair of first front frame members connected to and extending upwardly from a respective one of the lower frame members, each of the first front frame members abutting a respective one of the suspension brackets.
 16. The vehicle according to claim 15, further comprising a pair of second front frame members connected to and extending upwardly from a respective one of the lower frame members, each of the second front frame members having a first end connected to the respective one of the front lower frame members and a second end connected to a respective one of the pair of first front frame members, each of the first front frame members and the second front frame members configured to movably support a different respective portion of the front suspension and wheel assembly.
 17. The vehicle according to claim 13, further comprising a front bumper assembly connected to each of the front lower frame members at a location adjacent to a respective one of the suspension brackets.
 18. An all-terrain vehicle comprising: a frame assembly; a power source located adjacent the frame assembly; and a pair of front wheels connected to the power source via a drive train, the drive train including a front final drive assembly; wherein the frame assembly includes a main frame assembly defining a passenger compartment of the vehicle, and a front frame assembly connected to a front portion of the main frame assembly of the vehicle, the front frame assembly including a pair of front frame members connected to the main frame assembly, a first front frame member of the pair of front frame members including a first suspension bracket and a second front frame member of the pair of front frame members including a second suspension bracket, and the front final drive assembly includes a housing having a first attachment structure located at a first lateral side of the housing and a second attachment structure located at a second lateral side of the housing opposite to the first lateral side, the first suspension bracket connected to the first attachment structure and the second suspension bracket connected to the second attachment structure such that if a lateral load is applied to the first front frame member the lateral load is transferred via the housing of the front final drive assembly to the second front frame member.
 19. The all-terrain vehicle according to claim 18, wherein the first front frame member and second front frame member are lower frame members, and the first suspension bracket and second suspension bracket are located at a distal end of each of the first front frame member and second front frame member, respectively, and the main frame assembly is connected to a proximal end of each of the first front frame member and second front frame member.
 20. The all-terrain vehicle according to claim 19, wherein the front frame assembly includes a third front frame member and fourth front frame member that are upper frame members, and a third suspension bracket and a fourth suspension bracket are located at a distal end of each of the third front frame member and fourth front frame member, respectively, and the main frame assembly is connected to a proximal end of each of the third front frame member and fourth front frame member, the third suspension bracket connected to the housing of the final drive assembly, and the fourth suspension bracket connected to the housing of the final drive assembly such that if a lateral load is applied to the third front frame member the lateral load is transferred via the housing of the front final drive assembly to the fourth front frame member. 